Transmission-gearing.



C. E. MURPHY & W. H. SPRAGUE.

TRANSMISSION GEARING.

APPLICATION FILED NOV-6-19I4.

l 1 59 41 0. Patented Nov. 9, 1915.

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C. E. MURPHY & W. H. SPRAGUE.

TRANSMISSION GEARING. APPLICATION FILED NOVJG. 1914.

l 1 59,410 Patented Nov. 9, 1915.

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an snares earner onrrc CHARLES E. MURPHY AND WILLIAM H. SPRAG-UE, 0FCI-IILLICOTHE, MISSOURI.

TRAN SMISSION GEARIN G.

To all whom it may concern.

Be it known that we, CHARLES E. MURPHY and VVILLIAM H. SrRAepn, citizensof the United States, residing at Chillicothe, in the county ofLivingston and State of Missouri, have invented new and usefulImprovements in Transmission-Gearing, of which the following is aspecification.

This invention relates to transmission gearing and is especiallydesigned for use on automobiles, motor trucks and other engine propelledvehicles.

The particular object of the present invention is to produce a novel andefiicient construction and arrangement of friction gearing capable ofbeing readily thrown into and out of operation and also adapted to beoperated in such manner as to vary to any desired extent the relativerotative speeds of the engine shaft and the drive shaft, the latterleading to the driving axle of the machine to which it is connected bythe usual differential gearing. By means of the gearinghereinafterparticularly described, the drive shaft may be rotated directly with andat the same speed as the engine shaft or at any lower speed or it may berotated in a reverse direction.

the friction With the above and other objects in view, the inventionconsists in the novel construction, combination and arrangement ofparts, as will hereinafter be more fully described, illustrated andclaimed.

In the accompanying drawings r-F igure 1 is a plan view of a suflicientportion of the chassis of an automobile to illustrate the application ofthe improved transmission gearing thereto. Fig. 2 is a verticallongitudinal section through the same. Fig. 3 is a cross section takenin line with the shaft of transmission wheel on the line 3-3 of Fig. 1.Fig. 4 is a vertical cross section taken in line with the foot operatedrock shaft, on the line 44: of Fig. 1. Fig. 5 is a fragmentary elevationshowing the foot lever controls and the brake rod or connection.

Referring to the drawings 1 designates the engine shaft provided withthe usual fly-wheel 2, the latter being formed with a squared centralrecess or bore 3 to receive the correspondingly squared adjacent end ofthe transmission or jack shaft 4.

The transmission shaft 4 has fast on its opposite end a friction drivingwheel 5 and this wheel is formed with a central bore 6 Specification ofLetters Patent.

Patented Nov. 9, 1915. Serial No. 870,651.

to receive the It will be understood that the drive shaft 7 extends tothe diflerential gearing within the housing of the rear drivmg axle thesame as in the present automob1le practice. The present inventionresides in the means for transmitting motion from the engine shaft 1 tothe drive shaft 7 at different speeds and in different directions.

In carrying out the present invention, the friction driving wheel 5 isprovided with a female cone 8 and mounted slidingly on the same shaft 7is a friction driven wheel 9 carrying or provided with a male cone 10which is adapted to co5perate with the cone 8 when the wheel 9 is movedinto frictional engagement with the wheel 5 by sliding the wheel 9longitudinally of the shaft 7.

The wheel 9 is connected to the shaft 7 by means of a long key 11 so asto rotate constantly with said shaft and in order to provide for slidingsaid wheel 9 along the shaft 7, the wheel 9 is provided with a hub 12formed with a goove 13 to receive the inturned ends of a shifting fork14. pivotally connected at its outer end as shown at 15 to the frame orchassis. From the fork 14: a connecting rod 16 extends longitudinally ofthe machine to a hand operated gear shift lever 17 fulcrumed on themachine frame within convenient reach of the operator in his seat.

Cooperating with both of the wheels 5 and 9 is an intermediate frictiontransmission wheel 18 which revolves on an axis at right angles to theshaft 7 and is carried by a shaft 19 extending transversely of theframe, said shaft being operatively connected to an end thrust lever 20shown in the form of a bell crank lever. From this end thrust lever 20 aconnecting rod 21 extends to and has a jointed connection with thefriction drive lever 22 hereinafter more particularly referred to.

By reference to Fig. 1 it will be seen that the face of the wheel 5operates against the periphery of the wheel 18 and the latter in turnoperates against the periphery of the wheel 9, the wheel 9 beingshiftable lengthwise of the shaft 7 while the wheel 18 is shiftable perendicularly to the shaft 7 so as to make and break contact with theperiphery of the wheel 9, while the wheel 5 is shiftable in thedirection of length of the transmission shaft 4 into and out of contactwith the periphery of the wheel 18. In order to shift the shaft 1 andthe wheel 5, I provide a foot operated release lever 28 which is fast ona horizontal rock shaft 2 1 journaled in suitable bearings be low andextending at right angles to the transmission shaft 41. The rock shaft24: is provided with a fork 25 which engages a grooved collar 26 fast onthe shaft 1. Therefore, as the lever 23 is moved in a forward orbackward direction, the shaft 1 and also the wheel 5 are shifted in acorresponding direction.

The friction drive lever 22, it will be noted, is shorter than the lever23 and is pivotally connected to the lever 23 at 27, while theconnecting rod 21 is pivotally con nected at 28 to the lever 22 betweenthe ends thereof.

In operation, the release lever 23 is pressed forwardly and through theconnections described, the shaft 1 and the wheel 5 are simultaneouslymoved in the same direction, throwing the wheel out of engagement withthe wheel 18. This has the effect of disconnecting the engine shaft fromthe drive shaft so that the engine runs free without propelling themachine. To throw the transmission gearing into operation, the

' wardly,

operator presses forwardly on the friction drive lever 22. This onaccount of being connected to the rod 21 and the lever 23, has theeffect of moving the lever 23 rearthereby carrying the wheel 5 intoengagement with the wheel 18 and at the same time through the rod 21 andend thrust lever 20, throwing the wheel 18 into frictional engagementwith the wheel 19. Motion is thus imparted from the engine shaftl to thedrive shaft 7, the last named shaft being driven at a speed inaccordance with the position which the periphery of the wheel 9 occupieswith respect to the center of the wheel 18. The nearer the wheel 9 is tothe center of the wheel 18, the slower the shaft 7 will be rotated andthe nearer the periphery of the wheel 18, the faster will be the speedof the shaft 7. By shifting the wheel 9 to the opposite side of thecenter of the wheel 18, the drive shaft 7 will be revolved in theopposite direction from the shaft 1. By shifting the wheel 9 tightlyagainst the wheel 5 so as to throw the cones 8 and 10 into frictionalengagement with each other, the wheel 5 will be moved out of contactwith the periphery of the wheel 18 and a direct drive will be obtainedbetween the engine shaft 1 and the drive shaft 7.

The working faces of all of the friction wheels hereinabove describedmay be covered with friction material of any desired or preferred kindin order to obtain the requisite frictional hold and engagement with andupon each other. In close coupler cars or cars embodying a short wheelbase, the fiy-wheel 2 may be used as and in place of the friction wheel5 and may be provided itself with the female cone 8.

29 designates a rod or connection leading from the lever 23 rearwardlyto the brake (not shown), which brake may be of any usual or preferredtype and arrangement.

\Vhat we claim is 1. In transmission gearing for engine propelledvehicles, the combination of an engine driven shaft, and a drive shaftin longitudinal alinement therewith, a friction driving wheel fast onthe engine driven shaft, means for shifting said shaft and frictiondriving wheel in the direction of length of the shaft, a frictiondrivenwheel having a splined and sliding engagement withthe drive shaft andmovable toward and away from said friction driving wheel, a frictiontransmission wheel operating at right angles to and in contact with saidfriction driving wheel and friction drivenwheel, manually controlledmeans for shifting said friction driven wheel across the face of thefriction transmission wheel, and means for shifting said frictiontransmission wheel toward and away from the working face of the frictiondriven wheel.

2. In transmission gearing for engine propelled vehicles, thecombination of an engine driven shaft, and a drive shaft in longitudinalalinement therewith, a friction driving wheel fast on the. engine drivenshaft, means for shifting said shaft and friction driving wheel in thedirection of length of the shaft, a friction driven wheel having asplined and sliding engagement with the drive shaft and movable towardand away from said friction driving wheel, a friction transmission wheeloperating at right angles to and in contact with said friction drivingwheel and friction driven wheel, manually controlled means for shiftingsaid friction driven wheel across the face of the friction transmissionwheel, means for shifting said friction transmission wheel toward andaway from the working face of the friction driven wheel, and cocperatingmale and female cone clutch faces on the friction driven wheel andfriction driving wheel, respectively.

3. In transmission gearing for engine propelled vehicles, thecombination of an en gine driven shaft, and a drive shaft inlongitudinal alinement therewith, a friction driving wheel fast on theengine driven shaft, means for shifting said shaft and friction drivingwheel in the direction of length of the shaft, a friction'driven wheelhaving a splined and sliding engagement 7 with the drive shaft andmovable toward and away from said friction driving wheel,a frictiontransmission wheel operating at right angles to and in contact with saidfriction driving wheel and friction driven wheel, manually controlledmeans for shifting said friction driven wheel across the face of thefriction transmission wheel, means for shifting said frictiontransmission wheel toward and away from the working face of the frictiondriven wheel, a foot operated lever connected with the engine drivenshaft for shifting the latter lengthwise, and a friction drive leverpivotally connected to said re lease lever and having a fulcrumintermediate the ends thereof.

4. In transmission gearing for engine propelled vehicles, thecombination of an engine driven shaft, and a drive shaft in longitudinalalinement therewith, a friction driving wheel fast on the engine drivenshaft, means for shifting said shaft and friction driving wheel in thedirection of length of the shaft, a friction driven wheel having asplined and sliding engagement with the drive shaft and movable towardand away from said friction driving wheel, a friction transmission wheeloperating at right allgles to and in contact with said friction drivingWheel and friction driven wheel, manually controlled means for shiftingsaid friction driven wheel across the face of the friction transmissionwheel, means for shifting said friction transmission wheel toward andaway from the working face of the friction driven wheel, a foot operatedlever connected with the engine driven shaft for shifting the latterlengthwise, a friction drive lever pivotally connected to said releaselever and having a fulcrum intermediate the ends thereof, an end thrustlever for shifting the friction transmission wheel, and

a connecting rod between said end thrust lever and the friction drivelever, said connecting rod forming the fulcrum of the last named lever.

In testimony whereof we aflix our signatures in presence of twowitnesses.

CHARLES E. MURPHY. WILLIAM H. SPRAGUE.

WVitnesses J. A. HANAH, L. R. MATHEWS.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, I). C.

